Barrier device with side wall reinforcements and connection to crash cushion

ABSTRACT

A barrier wall comprises a number of barrier devices connected end-to-end each having an external reinforcement structure wherein the end-most barrier device in the barrier wall is coupled to a crash cushion by a transition device.

RELATED APPLICATION

This application is continuation-in-part of U.S. patent application Ser.No. 12/261,116 filed Oct. 30, 2008, which is a divisional of U.S. patentapplication Ser. No. 11/764,853 filed Jun. 19, 2007, which is adivisional of U.S. patent application Ser. No. 11/082,630 filed Mar. 17,2005, now U.S. Letters Pat. No. 7,351,002 issued Apr. 1, 2008, which isa continuation-in-part of U.S. patent application Ser. No. 10/669,998,filed Sep. 24, 2003, which is a divisional of U.S. patent applicationSer. No. 10/033,974, filed Dec. 19, 2001, now U.S. Letters Pat. No.6,666,616, issued Dec. 23, 2003.

FIELD OF THE INVENTION

This invention relates to barrier devices for vehicular and vesseltraffic control, soil erosion containment, impact attenuation and thelike which can be interconnected with one another to define a continuousbarrier wall structure and/or connected in various combinations to formenergy-absorbing cells, and, more particularly, to barrier devicesformed of a light weight plastic having side walls which receive andmount external reinforcement structure in the form of a pair of beamseach extending along the length of one of the side walls and atransition device for connecting an end-most barrier of the barrier wallto a crash cushion.

BACKGROUND OF THE INVENTION

A variety of different devices have been developed for absorbing thekinetic energy of impact of colliding automobiles, and for thecontainment of forces exerted by soil or water. Highway barrier devices,for example, are intended to provide a continuous wall or barrier alongthe center line of a highway when laid end-to-end to absorb grazingblows from moving vehicles. One commonly used highway barrier is formedof pre-cast reinforced concrete, and is known as the “New Jersey” stylebarrier. Highway barriers of this type have a relatively wide baseincluding side walls which extend vertically upwardly from the pavementa short distance, then angle inwardly and upwardly to a verticallyextending top portion connected to the top wall of the barrier. Thisdesign is intended to contact and redirect the wheels of a vehicle in adirection toward the lane of traffic in which the vehicle was originallytraveling, instead of the lane of opposing traffic, See U.S. Pat. No.4,059,362.

One problem with highway barriers of the type described above is thehigh weight of reinforced concrete. A barrier having a typical length oftwelve feet weighs about 2,800-3,200 pounds and requires specialequipment to load, unload and handle on site. It has been estimated thatfor some road repairs, up to 40 percent of the total cost is expended onacquiring, delivering and handling concrete barriers. Additionally,concrete barriers have little or no ability to absorb shock upon impact,and have a high friction factor. This increases the damage to vehicleswhich collide with such barriers, and can lead to serious injuries topassengers of the vehicle.

In an effort to reduce weight, facilitate handling and shipment, andprovide improved absorption of impact forces, highway barriers have beendesigned which are formed of a hollow plastic container filled withwater, sand or other ballast material such as disclosed in U.S. Pat.Nos. 4,681,302; 4,773,629; 4,846,306, 5,123,773 and 5,882,140. Forexample, the '302 patent discloses a barrier comprising a containerhaving a top wall, a bottom wall, opposed side walls and opposed endwalls interconnected to form a hollow interior which is filled withwater, and having fittings for coupling one barrier to another to form acontinuous wall. The container structure is formed of a resilientmaterial which is deformable upon impact and capable of resuming itsoriginal shape after being struck. Longitudinally extending, spacedtraction spoiler channels are said to reduce the area of potentialimpact and thus the tendency of the vehicle to climb the walls of thebarrier and vault over it into the opposing lane of traffic.

The '629, '306, '773 and '140 patents noted above represent furtheradvances in deformable highway barrier designs. The first two patentsdisclose barriers which comprise a longitudinally extending containermade of semi-rigid plastic which is self-supporting, and has apredetermined shape which is maintained when filled with water, sand orother ballast material. Such devices are connected end-to-end by a keyinsertable within grooves formed in the end walls of adjacent barriers.Interconnected fill openings are provided which permit adjacent barriersto be filled with water or the like when laid end-to-end.

The '773 and '140 patents disclose further improvements in barrierdevices including side walls formed with higher curb reveals, ahorizontally extending step and vertical indentations in order to assistin maintaining the structural integrity of the container, and to createinternal baffles for dampening movement of water or other fluid withinthe container interior. Interlocking male and female coupling elementsare formed on opposite end walls of the barrier to facilitate end-to-endconnection thereof. Additionally, such barriers are formed with channelsor openings to permit the insertion of the tines of a fork lift trucktherein for easy handling of the barriers.

Despite the improvements in highway barrier designs noted above, somedeficiencies nevertheless remain. One concern has been with the abilityof a wall of barriers, e.g. individual barriers connected end-to-end, towithstand an impact by a speeding vehicle. It has been found thatplastic barriers tend to separate from one another at their connections,and in some instances break apart in response to the vehicle impact.Although concrete barriers of the type described above also can breakapart during a crash, they are more resistant to that than plasticbarriers and there is a need for plastic barriers to demonstrate impactresistance capabilities which more closely approximates those ofconcrete barriers.

SUMMARY OF THE INVENTION

This invention is directed to a barrier wall comprising a number ofbarrier devices connected end-to-end including a transition device forconnecting an end-most barrier device in the wall to a crash cushion.

In the presently preferred embodiment, each barrier device comprises atop wall, a bottom wall, opposed end walls, and, opposed side wallsinterconnected to form a hollow interior in which a pair of spacedopenings are formed which extend between the side walls. An externalreinforcement structure is provided to enhance the structural integrityof the barrier device, including first and second beams each extendingalong one of the side walls which are connected to one another by amounting device extending through the openings. The beams of one barrierdevice, in turn, are connected end-to-end with the beams of an adjacentbarrier device to form an essentially continuous, interconnected wall ofbarriers which resist disengagement from one another and exhibitimproved resistance to being broken apart upon impact by a vehicle.

The openings extending through the hollow interior are fork lift holeswhich are sized to receive the tines of a fork lift thus facilitatingmovement of the barrier device during loading, unloading and assembly.Preferably, the external reinforcement structure comprises a first boxbeam and a second box beam, each generally square in cross section andformed of metal, rubber, composite material or the like. Each box beamis hollow, at least at its opposite ends, in order to receive and mountone end of a coupler whose other end is mounted to the box beam of anadjacent barrier device.

The two box beams are connected to one another by a pair of bracketseach including a plate mounted at each edge to one of a pair ofupstanding legs. One bracket is inserted within each of the fork liftholes and has a length dimension such that its ends protrude from theside walls. Each box beam rests atop a protruding end of both bracketsand is bolted in place to connect it to the bracket and, in turn, to thebox beam on the other side wall. Because the brackets have upstandinglegs, clearance is provided within each fork lift hole to receive thetines of a fork lift even with the brackets and box beams in place.

In an alternative embodiment, a pair of box beams similar to those notedabove are employed except they are connected to one another bytelescoping members associated with each beam. One of the box beamsmounts a pair of sleeves extending perpendicular thereto, and the otherbox beam mounts a pair of arms which align with the sleeves and areinserted therein when the beams are positioned along the side walls. Thebox beams associated with one barrier device are connected to those ofan adjacent barrier by means of telescoping ends of the beams. One endof each beam has a reduced cross sectional area which telescopes intothe opposite end of an adjacent beam having a larger cross section. Thebeams of one barrier device may be connected to the beams of an adjacentbarrier device by a friction fit, or with fasteners such as bolts.

Additional embodiments of this invention employ “beams” in the form ofhollow or solid slats which are mounted within longitudinally extendingseats formed in the side walls of each barrier device between the endwalls. Connecting structure is provided to mount the protruding ends ofeach beam of one barrier device to those of an adjacent barrier device.

In each of the embodiments having a beam or slat structure extendingalong the opposed side walls of a barrier device, a ground anchor ispreferably employed to assist in retaining the barrier device inposition on the roadway or other surface on which it rests. The groundanchor(s) are connected to the beam or slat, or the mounting structurefor same, and then are staked or otherwise affixed to the ground.

As noted above, a number of barrier devices may be connected end-to-endto form a barrier wall. At the outermost end of the wall facing oncomingtraffic, the beams of the end-most barrier device are exposed and couldpresent a hazard if impacted by oncoming traffic. Further, a directimpact by a vehicle on the end-most barrier device can create a breakupof the barrier wall. Preferably, a crash cushion in positioned inalignment with the end-most barrier device in the direction of oncomingtraffic, and a transition device is connected between the crash cushionand end-most barrier device to secure them together. The crash cushioncovers the beams carried on the side walls of the end-most barrierdevice, and resists breakage of barrier devices in the barrier wall inthe event of a direct impact by a vehicle.

DESCRIPTION OF THE DRAWINGS

The structure, operation and advantages of the presently preferredembodiment of this invention will become further apparent uponconsideration of the following description, taken in conjunction withthe accompanying drawings, wherein:

FIG. 1 is a perspective view of the barrier of this invention;

FIG. 2 is a plan view of the barrier depicted in FIG. 1, with a secondbarrier shown in phantom at one end;

FIG. 3 is a side view of the barrier of FIG. 1;

FIG. 4 is a perspective view of two barriers connected end-to-end withone embodiment of the external reinforcement structure of thisinvention;

FIG. 5 is an exploded, perspective view of the mounting bracket employedwith the barriers claim 4;

FIG. 6 is a perspective view of the assembled reinforcing structure ofFIG. 5;

FIG. 7 is a cross sectional view of the barrier shown in FIG. 1depicting the foam layer along the walls within the barrier interior;

FIG. 8 is a view similar to FIG. 7 except with the hollow interior ofthe barrier device completely filled with foam.

FIG. 9 is a view similar to FIG. 4, except depicting an alternativeembodiment of the external reinforcement structure of this invention;

FIG. 10 is a perspective view of the mounting bracket employed in theembodiment of FIG. 9;

FIG. 11 is a perspective view of the assembled external reinforcementstructure of the barrier device in FIG. 9;

FIG. 12 is a side elevational view of a portion of FIG. 11;

FIG. 13 is a plan view of a portion of FIG. 11;

FIG. 14 is a view similar to FIG. 4, except illustrating a still furtherembodiment of the barrier of this invention;

FIG. 14A is a cross sectional view of a portion of a side wall and slatshown in FIG. 14;

FIG. 15 is a view similar to FIG. 14, except depicting another barrieraccording to this invention;

FIG. 15A is an enlarged view of the encircled portion of FIG. 15;

FIG. 15B is an alternative embodiment of the encircled portion of FIG.15 showing another connector structure for securing adjacent barriers toone another;

FIG. 15C is a cross sectional view of a portion of side wall and boxbeam shown in FIG. 15;

FIG. 16 is a view similar to FIGS. 14A and 15C except depicting a slator beam which is captured within a correspondingly shaped seat formed inthe side wall of the barrier device;

FIG. 17 is a view similar to FIG. 16 depicting an alternative slat orbeam shape;

FIG. 18 is an enlarged view of a C-clamp for connecting the ends of thebeams or slats or adjacent barriers;

FIG. 19 is a side view similar to FIG. 9 except illustrating the C-clampof FIG. 18 mounted to the ends of the beams of adjacent barriers;

FIG. 20 is a side view similar to FIG. 14 except showing the C-clamp ofFIG. 18 mounted to the ends of the slats of adjacent barriers;

FIG. 21 is a side view of the barrier device depicted in FIG. 9depicting a ground anchor connected to the mounting bracket whichsupport the beams;

FIG. 22 is a plan view of FIG. 21;

FIG. 23 is an end view of a barrier device similar to that shown in FIG.14 except including a mounting bracket extending through the fork liftholes of the barrier and a ground anchor of the type depicted in FIG.21;

FIG. 24 in an enlarged view of the encircled portion of FIG. 23;

FIG. 25 is a side view of two barrier devices in a barrier wall in whichan end connector is mounted to the beam carried by one of the barrierdevices;

FIG. 26 is a side, elevational view of a portion of a crash cushioncoupled by one embodiment of a transition device to an end-most barrierdevice of a barrier wall;

FIG. 27 is a plan view of the embodiment depicted in FIG. 26;

FIG. 28 is a perspective view of a portion of the crash cushion andend-most barrier device shown in FIGS. 26 and 27, depicting thetransition device in further detail;

FIG. 29 is a side, elevational view of a portion of a crash cushioncoupled by an alternative embodiment of a transition device to anend-most barrier device of a barrier wall; and

FIG. 30 is a plan view of the embodiment shown in FIG. 29.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring initially to FIGS. 1-4, the barrier device 10 of thisinvention comprises a top wall 12, a bottom wall 14, opposed end walls16, 18, and, opposed side walls 20, 22 which are interconnected tocollectively define a hollow interior 24. In the presently preferredembodiment, each of the walls 12-22 are formed of a semi-rigid plasticmaterial chosen from the group consisting of low density polyethylene,high density polyethylene, acrylonitrile or butadiene styrene, highimpact styrene, polycarbonates and the like. These plastic materials areall inherently tough and exhibit good energy absorption characteristics.They will also deform and elongate, but will not fail in a brittlemanner at energy inputs which cause other materials to undergo brittlefailure. The surfaces of these types of plastic materials are inherentlysmoother than materials from which other barriers are typicallyconstructed, therefore creating less friction and reducing thelikelihood of serious abrasion injuries to vehicles and/or passengerswho may come into contact therewith. Additionally, materials of thistype are unaffected by weather and have excellent basic resistance toweathering, leaching and biodegradation. Additives such as ultravioletinhibitors can be added thereto, making such materials further resistantto the effects of weather. They also retain their mechanical andchemical properties at low ambient temperatures.

When using the barrier device 10 of this invention as a highway barrier,the hollow interior 24 is preferably filled with a “ballast” materialsuch as water or other liquid, or a flowable solid material such assand, concrete and the like. For this purpose, the walls 12-22 ofbarrier device 10 have a thickness in the range of about one-eighth inchto one inch so as to perform satisfactorily in service. The barrierdevice 10 is preferably in the range of about six to eight feet inlength, and, at the wall thickness noted above, has a weight when emptyof about 80 to 140 lbs. When filled with a liquid such as water, theoverall weight of the barrier is in the range of about 1400 to 2200 lbs.Flowable solid material such as sand and the like increase the weight ofbarrier 10 further.

For ease of understanding and discussion of the principal aspects ofthis invention, the various structural elements of the barrier device 10are described below in relation to their collective performance of aparticular function of the barrier 10. These functions include theability of the barrier 10 to better redirect and control the uppermovement of a vehicle upon impact therewith, the ability to resistlateral separation of adjacent barriers 10 when they are joinedend-to-end to form an essentially continuous wall, the ability to resistbreak up or disintegration of individual barriers in response to impactfrom a vehicle and the ability to float in water.

Control of Vehicle Movement

The control of vehicle movement upon impact with the barrier device 10of this invention is achieved primarily by the material with which thebarrier 10 is constructed, and the configuration of its side walls 20and 22. Because both side walls 20, 22 are identical in configuration,only side wall 20 is described in detail herein, it being understoodthat the side wall 22 is formed with the identical structure andfunctions in the same manner.

The side wall 20 includes a substantially vertically extending curbreveal 26 which extends from the bottom wall 14 to a horizontallyextending ledge or step 28 best shown in FIG. 1. Preferably, the curbreveal 26 has a vertical height of nine inches, measured from the bottomwall 14 upwardly, which is at least two inches greater than the curbreveals of other highway barrier devices, such as disclosed, forexample, in my prior U.S. Pat. No. 5,123,773. The horizontal extent ofthe step 28 is preferably on the order of about 1½ inches measured inthe direction from the outer edge of curb reveal 26 toward the hollowinterior 24 of barrier device 10.

Extending upwardly at an acute angle from the step 28 is an intermediatesection 30 which terminates at a vertically extending upper section 32.The upper section 32, in turn, extends from the intermediate section 30to the top wall 12 of barrier 10 which is formed with a pair of fillholes 33 preferably having a diameter in the range of about 3-4 inches.In the presently preferred embodiment, a number of stabilizers 34 areintegrally formed in the intermediate section 30, at regularly spacedintervals between the end walls 16, 18. Each stabilizer 34 includes abase 36 and opposed sides 38 and 40. As best seen in FIG. 1, the base 36of each stabilizer 34 is coplanar with the step 28 and is supported byan internally located support 42 shown in phantom lines in FIG. 3. Thesides 38, 40 of each stabilizer 34 taper inwardly, toward one another,from the base 36 to a point substantially coincident with the uppermostedge of intermediate section 30 where the upper section 32 of side wall20 begins. In the presently preferred embodiment, a throughbore 44extends from the base 36 of one or more of the stabilizers 34, throughthe internal support 42 and out the bottom wall 14 of barrier 10. One ormore of these throughbores 44 receive an anchoring device such as astake 46, shown in phantom in FIG. 3, which can be driven into theground or other surface upon which the barrier device 10 rests to secureit in an essentially permanent position thereon.

Enhanced control and redirection of the path of a vehicle impacting thebarrier device 10 of this invention is achieved with the above-describedstructure as follows. The increased height of the curb reveal 26 of sidewall 20, e.g., nine inches compared to seven inches or less forconventional barriers, is effective to engage and redirect the tires ofa vehicle toward the lane in which the vehicle was traveling instead ofin a direction toward the barrier 10 or the opposing lane of traffic.The curb reveal 26 is strengthened and reinforced by the presence of thehorizontally extending ledge or step 28 and the stabilizers 34.

In the event the vehicle tires nevertheless extend above the curb reveal26 upon impact, the intermediate and upper sections 30 and 32 aredesigned to resist further upward movement of the vehicle therealong.While the stabilizers 34 in intermediate section 30 function to addrigidity and stability to the overall barrier 10, the intermediatesection 30 is nevertheless designed to at least partially collapseinwardly or buckle in response to the application of an impact forcethereto. The extent of inward motion of buckling is controlled, at leastto some extent, by the diameter of the fill holes 33 in the top wall 12.When the barrier interior 24 is filled with water, for example, theimpact of a vehicle with a barrier side wall 20 or 22 causes such waterto displace from the area of contact. Some of the water is forcefullydischarged from the interior 24 through the fill holes 33, and theamount of such energy displacement is dependent on the diameter of theholes 33. The greater the diameter, the greater the amount of waterdisplaced, and, hence, the more the barrier side wall 20 or 22 ispermitted to buckle. It has been found that a fill hole 33 diameter ofabout 3-4 inches, noted above, is optimum wherein sufficient buckling ofthe side walls 20, 22 is permitted for the purposes described belowwithout permanent damage to the barrier 10 upon impact with a vehicle.In the presently preferred embodiment, when the intermediate section 30buckles inwardly, a pivot point is created about which the upper section32 can move in a generally downward direction. Consequently, the tireand/or bumper of the vehicle is impacted by the upper section 32 ofbarrier device 10 and urged downwardly, back toward the pavement orground along which the vehicle was traveling. This substantiallyprevents the vehicle from vaulting over the top of the barrier 10 andentering the opposing lane of traffic. Despite such movement of theintermediate and upper sections 30, 32 in response to impact, thematerial from which barrier device 10 is constructed allows suchsections 30, 32 to return to their original shape after deformation.

In the presently preferred embodiment, a drain hole 76 is formed alongeach of the end walls 18 and 20 thereof near the bottom wall 14 to allowpassage of water and the like from one side of the barrier device 10 tothe other. Water or other flowable material is introduced into thehollow interior 24 of the barrier device 10 via the fill holes 33 formedin top wall 12. These fill holes 33 can also receive the post of a signor the like (not shown) extendable into the barrier interior 24. Asshown in FIG. 2, a post boot 78 is formed at the bottom wall 14 ofbarrier 10, in alignment with each fill hole 33, to receive and supportthe post of a sign inserted through the fill hole 33. Preferably, thetop wall 12 is formed with an elongated channel 80 leading to each fillhole 33 to allow for the flow of rainwater into the hollow interior 24.The top wall 12 is also formed with an internally extending seat 82which is adapted to mount an internal light fixture (not shown) forilluminating the barrier device 10 from the inside. The details of suchlighting construction form no part of this invention and are thus notdiscussed herein.

Resistance to Barrier Disengagement and Break Up

Another general aspect of the construction of the barrier device 10 ofthis invention involves a number of elements designed to resistdisengagement of adjacent barrier devices 10 and 10′ when they arearranged end-to-end to form an essentially continuous wall, and toresist the break up or disintegration of individual barrier devices 10and 10′ in response to impact by a vehicle. Two barrier devices 10 and10′ are depicted in FIGS. 4 and 9, which are identical in structure andfunction. The same reference numbers are therefore used to identify likestructure, with the addition of a “′” to the numbers associated withbarrier 10′ on the right-hand side of FIGS. 4 and 9.

Each end wall 16 of barriers 10 is formed with an internally extendingrecess 48 near the bottom wall 14, which receives an outwardlyprotruding extension 52 formed on the end wall 18 of an adjacent barrier10. The upper portion of end wall 16 is formed with a slot 56, and theupper portion of end wall 18 is formed with a slot 58. Each slot 56, 58has an inner, generally cylindrical-shaped portion 59 and a narrower,substantially rectangular-shaped portion 61 at their respective endwalls 16, 18. The slots 56, 58 extend from the top wall 12 downwardly toa point near the juncture of the upper section 32 and intermediatesection 30.

When two barrier devices 10 and 10′ are oriented end-to-end, with theend wall 16 of one barrier 10 abutting the end wall 18′ of an adjacentbarrier 10′, the slots 56, 58 collectively form a barbell-shaped lockingchannel 60 shown in FIG. 4 and also depicted in phantom at the bottom ofFIG. 2. This locking channel 60 receives a coupler 62 having cylindricalends 64, 66 and a rectangular center section 67, which is removablyinsertable therein and extends substantially along the entire length ofthe locking channel 60. The cylindrical ends 64, 66 of coupler 62 pivotwithin the correspondingly shaped cylindrical portions 59, 59′ of slots56, 58′, so that one barrier device 10 can be pivoted with respect to anadjacent barrier 10′ to assist with alignment thereof, and to allow thebarriers 10, 10′ when placed end-to-end to follow curves along aparticular highway or other location where they are placed.

Additionally, two hollow channels 68 and 70 are located within thehollow interior 24 of barrier device 10 and extend between the sidewalls 20, 22. A portion of both channels 68, 70 is located in theintermediate section 30 of each side wall 20, 22, and extends partiallyinto the upper sections 32 thereof. The two channels 68, 70 arepositioned in the spaces between the three stabilizers 34 formed in theside walls 20, 22, and provide added internal support to the barrier 10so that it retains its shape when filled with a ballast material. Eachof the channels 68 and 70 define a pass-through hole or opening 72adapted to receive the tines of a forklift truck to permit handling ofthe barriers 10.

In the presently preferred embodiment, a drain hole 76 is formed alongeach of the end walls 18 and 20 thereof near the bottom wall 14 to allowpassage of water and the like from one side of the barrier device 10 tothe other. Water or other flowable material is introduced into thehollow interior 24 of the barrier device 10 via the fill holes 33 formedin top wall 12. These fill holes 33 can also receive the post of a signor the like (not shown) extendable into the barrier interior 24. Asshown in FIG. 2, a post boot 78 is formed at the bottom wall 14 ofbarrier 10, in alignment with each fill hole 33, to receive and supportthe post of a sign inserted through the fill hole 33. Preferably, thetop wall 12 is formed with an elongated channel 80 leading to each fillhole 33 to allow for the flow of rainwater into the hollow interior 24.The top wall 12 is also formed with an internally extending seat 82which is adapted to mount an internal light fixture (not shown) forilluminating the barrier device 10 from the inside. The details of suchlighting construction form no part of this invention and are thus notdiscussed herein.

With reference to FIGS. 9-13, one embodiment of the externalreinforcement structure of this invention is shown. Preferably, thereinforcing structure comprises a first beam 90 and a second beam 92which are connected to one another by a pair of mounting brackets 94 and96. As shown, the beams 90, 92 are preferably hollow box beams having agenerally square cross section which can be formed of metal, rubber,composite material or the like. The mounting brackets 94 and 96 eachinclude a plate 98 whose opposite side edges are mounted to orintegrally formed with vertically upstanding legs 100 and 102. Themounting bracket 94 is inserted within the opening 72 formed by channel68, and the mounting bracket 96 is inserted within the opening 72 formedby channel 70 such that opposite ends of each mounting bracket 94, 96protrude from one of the side walls 20 and 22. As best seen in FIGS. 9and 11, with the mounting brackets 94, 96 in this position, the boxbeams 90 and 92 are connected to respective ends of the brackets 94, 96such as by bolts 104. Because the mounting brackets 94, 96 include theupstanding legs 100 and 102, the channels 72 are not completelyobstructed upon assembly of the beams 90, 92 and the tines of a forklift can still be inserted within the openings 72 with the mountingbrackets 94, 96 and beams 90, 92 assembled to the barrier 10 or 10′.

In order to interconnect the beams 90, 92 of one barrier device 10 tothose of an adjacent barrier device 10′, a connector bar 106 is insertedwithin one open end of each beam 90, 92 and retained in place by bolts104. The connector bars 106 have a cross sectional area which issufficiently less than that of the ends of beams 90, 92 to permitpivotal motion of the beams 90, 92 of barrier 10 relative to the beams90′, 92′ of barrier 10′ as depicted in FIGS. 12 and 13. The view in FIG.12 is representative of vertically upward and downward relative movementof two beams 90 and 90′ from barrier devices 10 and 10′, respectively,which in the orientation as shown, amounts to about 2° movement of eachrelative to a horizontal plane 107 and 4° of movement with respect toone another. FIG. 13 illustrates relative side-to-side horizontalmovement of the beams 90 and 90′ in an amount of about 4° measured fromthe horizontal plane 109 and about 8° with respect to one another. Thisfeature enables one barrier device 10 to pivot relative to an adjacentbarrier device 10′ to accommodate at least gradual curves and heightdifferentials when forming a barrier wall, and to facilitate assembly ofthe barriers 10, 10′.

Referring now to FIGS. 4-6, an alternative embodiment of the externalreinforcement structure of this invention is shown. Box beams 110 and112 are provided, which, like the beams 90 and 92 noted above, arepreferably square in cross section and formed of metal, rubber,composite material or the like. The box beam 110 has a pair of spacedarms 114 and 116 which extend perpendicularly therefrom, and box beam112 is formed with a pair of perpendicularly extending sleeves 118 and120. When the beams 110 and 112 are in position along the side wall 20and 22, respectively, the arms 114, 116 of beam 110 register andtelescope within the sleeves 118, 120 to hold them together. See FIG. 6.

Instead of a connector bar 106 used in the embodiment of FIGS. 4-8, thebeams 90, 92 of one barrier 10 are connected to respective beams 90′,92′ of an adjacent barrier 10′ with reduced area extensions 122 formedat one end of each beam 90, 92. As best seen in FIG. 4, the extensions122 at the end of beams 90, 92 of barrier 10 are inserted within therespective aligning ends of the beams 90′, 92′ of barrier 10′ to connectthem together. Such connection can be a friction fit between theextensions 122 and beams 90′, 92′ or bolts (not shown) can be employed.

Still further embodiments of the external reinforcement structureaccording to this invention are shown in FIGS. 14 to 15C. Theseembodiments differ from those described above because instead ofsecuring beams to mounting devices carried by channels 68 and 70, thebarriers 10, 10′ are modified to incorporate seats in each side wallwhich mount a beam or slat. The protruding ends of such beams or slatsfrom one barrier are connected to those of an adjacent barrier to form abarrier wall.

Referring initially to FIGS. 14 and 14A, each side wall 20 and 22 of thebarrier 10 is formed with a seat 130 which extends longitudinallybetween the opposed end walls 16 and 18. Each seat 130 extends from theouter surface of a respective side wall 20, 22 toward the hollowinterior 24 of the barrier device 10, forming an inner wall 132, a topwall 134 and a bottom wall 136. See FIG. 14A. These walls 132, 134 and136 of the seat 130 receive and tightly frictionally engage a generallyrectangular-shaped slat 138, which is formed of metal or other rigidmaterial and has a solid cross section. Preferably, the depth of theseat 130 is approximately equal to the thickness of the slat 138 so thatthe slat 138 is substantially flush with the outer surface of the sidewalls 20, 22 when mounted in place.

As seen in FIG. 14, opposite ends 140 and 142 of each slat 138, andopposite end 140′, 142′ of slat 138′, protrude beyond the end walls 16,18 of the barrier devices 10, 10′ respectively, and are formed with athrough bore 144. In order to connect adjacent barrier devices 10 and10′ together, the through bore 144 in the protruding end 142 of slat 138of barrier device 10 is aligned with the through bore 144 in theprotruding end 140′ of the slat 138′ in the barrier device 10′. A bolt146 is then inserted through the aligning through bores 244 and securedby a nut. Alternatively, a rod (not shown) can be inserted through thealigning through bores 144 and secured with a cotter pin.

Referring now to FIGS. 15-15C, essentially the same concept describedabove in connection with FIGS. 14-14B is employed except using box beams150 instead of slats 138. The side walls 20 and 22 of barrier 10 areeach formed with a seat 152 having a cross section defined by an innerwall 154, spaced from the outer surface of the side walls 20, 22, a topwall 156 and a bottom wall 158. Each seat 152 frictionally engages a boxbeam 150, which are essentially the same construction as the box beams92 and 112 described above. Preferably, the depth of the seat 152 andthe width of the box beam 150 are approximately equal so that the boxbeam 150 is flush with the outer surface of each side wall 20, 22.

Two different structures for connecting the box beams 150 and 150′ ofadjacent barriers 10 and 10′ are depicted in FIGS. 15A and 15B, althoughit is contemplated that other connectors could be employed. As seen inFIG. 15, opposite ends 160 and 162 of each box beam 150 protrude beyondrespective end walls 16 and 18 of the barrier device 10, and the ends160′, 162′ of box beam 150′ protrude beyond the end walls 16′, 18′ ofbarrier device 10′. In the embodiment of FIG. 15A, the protruding end162 of box beam 150 mounted to the barrier 10 is connected to theprotruding end 160′ of the box beam 150′ of the barrier 10′ by a bracket164. The bracket 164 comprises a top plate 166 which spans between andrests atop the protruding ends 162 and 160′ of the box beams 150, 150′,and a bottom plate 168 extending along the bottom surface of theprotruding ends 162, 160′. A pin, bolt of other connector 170 isinserted through one end of both plates 166, 168 and the box beam 150 ofbarrier 10, as well as the opposite end of both plates 166, 168 and thebox beam 150′ of the barrier 10′. Preferably, a pin is employed for theconnectors 170 to permit at least limited pivotal motion of the barriers10 and 10′ relative to one another, i.e., each of the plates 166 and 168can rotate about the pin connector 170, thus allowing the barriers 10,10′ to pivot.

An alternative embodiment of the connecting device between the beams 150and 150′ of adjacent barriers 10, 10′ is shown in FIG. 15B. Thisconnecting device, or “hitch connector,” includes a first U-shapedmember 172 mounted to the protruding end 162 of barrier 10, a secondU-shaped member 174 mounted to the protruding end 160′ of barrier 10′and a coupler 176 extending between the members 172, 174. Preferably,the members 172, 174 are welded or other permanently mounted to thebeams 150, 150′. The coupler 176 is formed in the general shape of aC-clamp with arms 178 and 180 which engage respective members 172, 174.The free ends of arms 178, 180 and are joined by a bolt 182 to securethe coupler 176 in place. Each of the beams 150, 150′ are permitted topivot at their connection to the coupler 176, which, in turn, allows thebarriers 10 and 10′ pivot relative to one another.

Referring now to FIGS. 16 and 17, still further embodiments of the slatsor beams shown in FIGS. 14 and 15 are illustrated. Both the slat 138 ofFIG. 14 and the box beam 150 of FIG. 15 are frictionally retained withinthe side walls 20, 22 of a barrier 10. In order to provide a more secureconnection, FIGS. 16 and 17 depict arrangements in which a beam or slatis mechanically retained within a seat formed in the side walls 20, 22.In the embodiment of FIG. 16, each side wall 20 and 22 of the barrier 10is formed with a generally T-shaped seat 200 which extendslongitudinally between the opposed end walls 16 and 18. Each seat 200has an inner wall 202 located within the hollow interior 24 of thebarrier 10, and an outer opening 204 substantially flush with the sidewall 20 or 22. The inner wall 202 is defined by a top portion 206,bottom portion 208 and side portion 210, with a shoulder 212 beingformed at the outer opening 204. A correspondingly shaped beam 214,having a head section 216 connected to a stem section 218, is insertedinto the seat 200 from one end wall 16 to the other end wall 18, or viceversa. Preferably, the stem section 218 of the beam 214 extends into theouter opening of the seat 200 and is substantially flush with the outersurface of the side wall 20 or 22. As seen in FIG. 16, the beam 214 ismechanically retained within the seat 200 by engagement of the headsection 216 of the beam 214 with the shoulder 212 of the seat 200.

Another embodiment of this invention wherein a beam or slat ismechanically retained within a seat formed in the side walls 20 and 22is shown in FIG. 17. In this embodiment, a C-shaped seat 220 having aninner wall 222 and an outer opening 224 is formed in each side wall 20,22. The seat 220 receives a correspondingly shaped beam or slat 226which is inserted therein from one of the end walls 16 or 18. The slat226 has a flattened outer surface 228 which is substantially flush withthe outer surface of the side wall 20 or 22. Because the outer opening224 of seat 220 is narrower than the slat 226, the slat 226 ismechanically retained within the seat 220.

It is contemplated that shapes of seats and beams or slats may beemployed other than those shown in FIGS. 16 and 17 to achieve a“mechanical” retention of the beams within the side walls 20, 22. Assuch, the key aspect of both FIGS. 16 and 17 is to provide a seat, suchas seats 200 and 220, each having with a height dimension which isgreater than the height dimension of their outer opening. The term“height dimension” as used herein refers to a distance measured in thevertical direction with the seats 200 and 220 in the orientation asshown in FIGS. 16 and 17. As such, the height dimension of the innerwall 202 of seat 200 is the vertical distance between the top and bottomportions 206, 208, and the height dimension of the inner wall 222 ofseat 220 is considered to be the largest distance which can be measuredin the vertical direction. Similarly, the “height dimension” of theouter openings 204 and 224 of the seats 200 and 220, respectively, isthe largest distance which can be measured in the vertical direction.Regardless of the exact shape of the seat in the side wall, and thecorrespondingly shaped slat or beam, if the height dimension of theinner wall is greater than the height dimension of the outer opening asherein defined, the slats or beams are mechanically retained within theseats.

Referring now to FIGS. 18-20, a still further embodiment of a mountingdevice for connecting the protruding ends of the beams or slats shown inprevious embodiments is illustrated. A C-shaped clamp 230 is providedhaving top and bottom legs 232 and 234, formed with aligning bores 236,which are integrally formed or connected to a side leg 238. It has beendiscovered that the beam or slat connectors shown in FIGS. 14, 15A and15B are subject to wear in the field, and the connector arrangementshown in FIGS. 12 and 13 can result in problems of wedging of theconnector bars 106 within the box beams 90 or 92 of an adjacent barrierdevice 10. These problems are eliminated with the C-shaped clamp 230herein. The C-shaped clamp 230 extends between the ends of box beams 92and 92′ of adjacent barrier devices 10, 10′ where it is bolted in place,as shown in FIG. 19, or extends between the ends of the slats 150, 150′of adjacent barrier devices 10, 10′ where it is similarly bolted inplace. See FIG. 20. In each case, the side leg 238 of the clamp 230faces outwardly, in the direction of vehicular or pedestrian traffic.The clamp 230 is formed of rugged, high strength steel or the like whichovercomes the potential wear problems with the connectors of FIGS. 14,15A and 15B. Additionally, because there is a space between the top andbottom legs 232, 234 opposite the side leg 238 of the C-shaped clamp230, no wedging or binding occurs between the clamp 230 and protrudingends of beams 92, 92′ or 150, 150′ in the event the barriers 10, 10′ aremoved relative to one another as a result of a vehicle impact or thelike. Consequently, unlike the arrangement of FIGS. 12 and 13, adjacentbarriers 10 and 10′ may be readily separated from one another when it istime to disassemble a barrier wall.

As shown in FIG. 3, the stability of the barrier devices 10 on aparticular surface may be enhanced by driving a stake 46 into one ormore through bores 44 formed in an internal support 42 of the barrierdevice 10. Referring now to FIGS. 21-24, additional anchoring devicesare shown. In the embodiment of FIGS. 21 and 22, a ground anchor 240 isdepicted for use with beams 90 and 92 carried by a mounting bracket 94as shown in FIGS. 9-11 and discussed in detail above. The ground anchor240 comprises a turnbuckle 242 connected at one end to the threadedshaft of an upper arm 244 and at the opposite end to the threaded shaftof a lower arm 246. The upper arm 244 has a yoke 248 which is pivotallyconnected to tubular connector 250. The tubular connector 250 issandwiched between box beam 92 and the mounting bracket 94, andconnected thereto by bolts. Preferably, at least one of the bores formedin the tubular connector 250 to receive the bolts is formed with a slot252 for added adjustment of the position of the ground anchor 240. SeeFIG. 22. The lower arm 246 is pivotally connected to a base 254 whichmay be secured to the ground, a roadway or the like by stakes (notshown) to enhance the stability of the barrier devices 10 and resisttheir disengagement from one another in the event of an impact with avehicle or the like. Conventionally, the threads on the shafts of theupper and lower arms 244 and 246 are opposite to one another so that theturnbuckle 242 may be rotated in one direction to extend both arms 244,246 and in the opposite direction to retract them.

The embodiment shown in FIGS. 23 and 24 employs the same ground anchor240 described above in connection with FIGS. 21 and 22, except it isadapted for use with slats 138 or beams 90, 92 (or beams 150) which arereceived within a seat in the side walls 20, 22 of the barrier device10, such as shown in FIGS. 14 and 15C. In this embodiment, a mountingbracket 94 is inserted within the opening 72 formed in the barrier 10,as in the embodiment of FIG. 9. An L-shaped angle 256 is welded orotherwise affixed to the beam 92 or 150 (or slat 138), and the tubularconnector 250 is secured by bolts between the angle 256 and mountingbracket 94. The ground anchor 240 functions in the same manner asdescribed above to assist in stabilizing the barrier devices 10 atop thesurface upon which they rest.

Referring now to FIG. 25, when a number of barrier devices 10 areconnected end-to-end to form a barrier wall as described above, thebarriers 10 at the outermost ends of the wall have beams 90, 92 or slats138 with ends which are exposed. This can present a hazard to drivers,passengers and pedestrians in the event of an impact. To address thispotential problem, a pair of end connectors 258 and 260 are provided. Asdepicted in FIG. 25, the end connector 258 has one end which is mountedto the beam 92, for example, on one side of the barrier 10, and the endconnector 260 has an end mounted in the same manner to the beam 90 onthe opposite side of the barrier 10 (not shown). The free ends of thetwo connectors 258 and 260 extend into the through bore 72 of anotherbarrier device 10, which does not include external reinforcementstructure, where such ends are connected together. As shown in FIG. 25,the end connectors 258 and 260 taper downwardly from their connection tothe beams 90, 92, and then connect together within the bore 72, so as toavoid presenting a sharp end of a beam or slat toward oncoming vehicleor pedestrian traffic. Although the end connectors 258 and 260 areillustrated with the box beams 90 and 92, it should be understood thatthey may be employed with the box beams 119, 112, and the slats 138,150, 214 and 226.

The embodiment of FIG. 25 is directed to an “end treatment” for abarrier wall comprising a number of barrier devices 10, 10′ connectedend-to-end which involves structure associated with only the end-mostbarrier 10 in the wall. There are a number of commercially available“crash cushions” employed on highways and in other applications toabsorb the energy of a direct impact with a vehicle, and to protect thevehicle and its occupants from contact with highway barriers, bridges,guard rails and other structures. One crash cushion presently in use isthe Trinity Attenuating Crash Cushion or “Trace” unit commerciallyavailable from Trinity Highway Products, LLC of Dallas, Tex.

Referring to FIGS. 26-30, two embodiments are illustrated of atransition device for coupling an end-most barrier 10 of a barrier wallaccording to this invention with a Trace crash cushion, or similar unit.It should be understood that essentially any crash cushion may beemployed with the barrier wall herein, and the details of the Tracecrash cushion form no part of this invention and are not described. Forpurposes of the present discussion, a crash cushion 300 is shown inFIGS. 26-30 having an end wall 302 to which the end-most barrier 10 of abarrier wall according to this invention is coupled.

One embodiment of a transition device 304 is illustrated in FIGS. 26-28.As discussed above, the end-most barrier 10 of the barrier wall has abeam 90 extending along one side wall 20 and another beam 92 locatedalong the side wall 22. The transition device 304 comprises structurefor coupling the beams 90, 92 to the end wall 302 of the crash cushion300. As best seen in FIG. 28, one end of a leg 306 is connected by boltsto a C-shaped clamp 230 to the beam 90. The C-shaped clamp may be of thetype described above in connection with a discussion of FIG. 18. Theopposite end of the leg 306 is bolted to an end connector 308 which ispreferably welded, or otherwise securely affixed, to a mounting plate310. Similarly, one end of a second leg 312 is connected by a C-shapedclamp 230 to the beam 92, and its opposite end is bolted to an endconnector 314 which is also securely affixed to the mounting plate 310.The mounting plate 310, in turn, is bolted to a pair of I-beams 316 and318 or similar supports which are preferably bolted to the end wall 302of crash cushion 300. The C-shaped clamp 230, leg 306, end connector308, mounting plate 310 and I-beam 316 may be collectively characterizedas a first coupling assembly 320, while a second coupling assembly 322is formed by the combination of the C-shaped clamp 230, leg 312, endconnector 314, mounting plate 310 and I-beam 318.

An alternative embodiment of a transition device 322 is shown in FIGS.29 and 30. In this embodiment, the legs 306 and 312 of the transitiondevice 304 described above are eliminated. Instead, one end of the beam90 of the end-most barrier 10 in the barrier wall is connected to endconnector 308, and the beam 92 is connected to the end connector 314.The end connectors 308, 314 are affixed to the mounting plate 310, asdescribed above, which, in turn, is mounted to I-beams 316, 318connected to the end wall 302 of crash cushion 300.

In addition to the transition devices 304 and 322, a guard rail or thriebeam 330 is preferably affixed to both sides of the barrier 10 and thecrash cushion 300 to connect them together. Referring to FIGS. 26 and27, a thrie beam 330 is attached at one end to the crash cushion 300 andis mounted by a bracket 332 to the side wall 20 of barrier 10.Similarly, a second thrie beam 330 mounts to the opposite side of thecrash cushion 300 and to the side wall 22 of barrier 10. For ease ofillustration, the thrie beams 330 are only shown in FIGS. 26 and 27, itbeing understood that such beams 330 are employed in the embodimentdepicted in FIGS. 29 and 30 in combination with the transition device322.

The transition devices 304 and 322, together with the thrie beams 330,provide a secure connection between the crash cushion 300 and theend-most barrier 10 of the barrier wall to absorb energy and protect thebarrier wall from impact with an oncoming vehicle. In turn, the vehicleand its occupants are not exposed to an impact with the ends of thebeams 90, 92 of the end-most barrier 10 which could prove to bedangerous in the event of a crash. The stability of the barrier wallcoupled to the crash cushion 300 is further enhanced by the attachmentof a number of ground anchors 240 to selected barrier devices 10, asdescribed above in connection with a discussion of FIGS. 21-24.

Flotation of Barrier Devices

With reference to FIG. 7, in one preferred embodiment of this inventionstructure is provided to allow the barrier devices 10 and 10′ to floatby resisting leakage of water within which the device 10 is placed intothe hollow interior 24 of the barrier device 10. Each of the walls 12,14, 16, 18, 20 and 22 is formed with an inner surface 130 located withinthe hollow interior 24 and an exterior, outer surface 132. These innersurfaces 130 receive a foam layer 134 having a thickness in the range ofabout 0.5 to 6 inches. The remainder of the hollow interior 24 is openand can be filled with ballast material through fill holes 33 in themanner described above. The foam layer 134 is effective to seal theinner surface 130 of each wall and substantially prevent leakage ofwater into the hollow interior 24. Additionally, the foam layer 134 ispuncture resistant, particularly as its thickness is increased, andtherefore resists leakage even if the plastic walls of the barrier aredamaged by fork lifts or other equipment during transit or assembly ofthe barriers 10.

The method of forming the barrier device 10 with the foam layer 94 formsno part of this invention, and is therefore not discussed in detailherein. Generally, a rotational molding process is employed in which apolyethylene resin and polyethylene foaming pellets are combined in amold to form the completed barrier. Each of the walls 12, 14, 16, 18, 20and 22 is therefore formed of a high density polyethylene using thismolding technique, preferably having a thickness on the order of about0.25 inches. One type of polyethylene resin suitable for forming theplastic walls of the barrier 10 are commercially available fromExxonMobil Chemical under the trademark “PAXON,” Type Numbers 7004 and7204 rotational molding resins.

One foam material which can be employed in the rotational moldingprocess noted above to form the foam layer 134 is commercially availablefrom Equistar Chemicals, Inc. of Houston, Tex. under the trademark“PETROTHENE.” A structural foam, semi-rigid foam or flexible PETROTHENEfoam may be employed in the barrier 10 and 10′ of this invention, whoseproperties and type numbers are as follows:

Property Nominal Value Units MSTR005 - Structural Foam Density 7 lb/ft⁸Compressive Modulus 800 psi Shrinkage (w/MSTR003, 4 skin) 0.010-0.015in/in Thermal Conductivity (k) 0.435 BTU in/hr ft² ° F. MSTR008 -Semi-Rigid Foam Density 4 lb/ft³ Compressive Modulus 180 psi Shrinkage(w/MSTR003, 4 skin) 0.010-0.015 in/in Thermal Conductivity (k) 0.384 BTUin/hr ft² ° F. MSTR007 - Flexible Foam Density 2 lb/ft³ CompressiveModulus 35 psi Shrinkage (w/MSTR003, 4 skin) 0.010-0.015 in/in ThermalConductivity (k) 0.357 BTU in/hr ft² ° F.

In most instances it is contemplated that a semi-rigid foam would beemployed to form the foam layer 134, such as PETROTHENE Type No.MSTR008, depending on the particular application for which the barrierdevice is intended. If additional structural rigidity is required, adenser foam with increased compressive modulus may be used such asPETROTHENE Type No. MSTR005. Further, the overall thickness of the foamlayer 134 can be controlled in the molding process to increase ordecrease the rigidity of the barrier 10, i.e., the thicker the foamlayer 94 the more rigid the walls 12-22.

Referring now to FIG. 8, a further embodiment of this invention is shownin which the hollow interior 24 of the barrier 10 is completely filledwith a foam material to form a solid foam body 136. One presentlypreferred foaming material is a two-component polyether-based, lowdensity pour-in-place urethane foam commercially available from NorthCarolina Foam Industries of Mount Airy, N.C. under the name “NCFI LowDensity Pour System 31-120.” The resin properties and reactionproperties of this material are as follows:

Typical Resin Properties:

31-120R 31-120A Viscosity @ 72° F. 500 cps 200 cps Weight Per Gallon 9.5lbs. 10.2 lbs. Appearance amber liquid brown liquid Shelf Life 6 months6 months

Mix Ratio:

31-120R 31-120A Ratio By Weight 100 parts 107 parts Ratio By Volume 100parts 100 parts

Typical Reaction Properties:

Hand Mix @ 72° F. Cream Time, seconds  32 Gel Time, seconds 140 RiseTime, seconds 210 Density (FRC) 1.9 pcf

As noted above and shown in FIGS. 4 and 9, adjacent barriers 10 can beconnected end-to-end to form a barrier wall. With the barriers filledwith foaming material to form a solid foam body 136 within the hollowinterior 24, the individual barriers 10 and collectively formed barrierwall readily floats in water. Although the embodiment of the barrier 10shown in FIG. 7 will also float, it is contemplated that that theprovision of a foam body 136 within the barrier interior 24 will resultin a more durable structure with better integrity in the event of impactwith a vessel or other object. A barrier wall formed with individualbarrier devices 10 and 10′ of the type shown in FIG. 13 can be utilizedin a variety of marine applications to encircle vessels and otherobjects in the water, as well as to prevent access to given areas withina port or docking area as desired. Further resistance to impact isprovided with the addition of the external reinforcement structure shownin FIG. 4-6 or 9-13, in combination with the barrier devices 10including foam material depicted in FIGS. 7 and 8.

While the invention has been described with reference to a preferredembodiment, it should be understood by those skilled in the art thatvarious changes may be made and equivalents substituted for elementsthereof without departing from the scope of the invention. In addition,many modifications may be made to adapt a particular situation ormaterial to the teachings of the invention without departing from theessential scope thereof.

For example, while the barrier 10 of FIG. 8 is illustrated with a foambody 136 which substantially entirely occupies the volume of the hollowinterior 24, a foam body of lesser volume could be employed.Additionally, the “external reinforcing structure” of this invention ischaracterized as a “beam” and depicted in the Figs. as either a hollowmember having a generally square cross section (FIGS. 4-6, 9-13 and15-15C) or a solid, substantially rectangular-shaped slat (FIGS. 14 and14A). It should be understood that the term “beam” as used herein is notlimited to the particular structures shown, but is meant to broadlyinclude hollow and solid members of essentially any cross sectionalshape as well as members whose outer surface includes openings such as acage structure or the like.

Therefore, it is intended that the invention not be limited to theparticular embodiment disclosed as the best mode contemplated forcarrying out this invention, but that the invention will include allembodiments falling within the scope of the appended claims.

1. A barrier wall, comprising: a number of barrier devices connectedend-to-end, an end-most one of said barrier devices being formed withopposed side walls, a first beam extending along one of said side wallsof said end-most barrier and a second beam extending along the other ofsaid side walls thereof; a crash cushion; a transition device forconnecting said end-most barrier to said crash cushion, said transitiondevice comprising: (i) a first coupling assembly coupled at one end tosaid first beam extending along one side wall of said end-most barrierand at an opposite end to said crash cushion; (ii) a second couplingassembly coupled at one end to said second beam extending along saidother side wall of said end-most barrier and at an opposite end to saidcrash cushion.
 2. The barrier wall of claim 1 in which said firstcoupling assembly comprises a first leg having opposed ends, a firstcoupler connected between one end of said first leg and an end of saidfirst beam of said barrier device, a first end connector connected tothe other end of said first leg, and a first support connected betweensaid crash cushion and said first end connector.
 3. The barrier wall ofclaim 2 in which said first support is an I-beam.
 4. The barrier wall ofclaim 3 further including a mounting plate located between said I-beamand said first end connector, said first end connector being affixed tosaid mounting plate.
 5. The barrier wall of claim 1 in which said secondcoupling assembly comprises a second leg having opposed ends, a secondcoupler connected between one end of said second leg and an end of saidsecond beam of said barrier device, a second end connector connected tothe other end of said second leg, and a second support connected betweensaid crash cushion and said second end connector.
 6. The barrier wall ofclaim 5 in which said second support is an I-beam.
 7. The barrier wallof claim 6 further including a mounting plate located between saidI-beam and said second end connector, said first end connector beingaffixed to said mounting plate.
 8. The barrier wall of claim 1 in whichsaid first coupling assembly comprises a first support mounted to saidend wall of said crash cushion, a first end connector coupled to one endof said first beam extending along one side wall of said end-mostbarrier, and a mounting plate located between and connected to saidfirst support and said first end connector.
 9. The barrier wall of claim1 in which said second coupling assembly comprises a second supportmounted to said end wall of said crash cushion, a second end connectorcoupled to one end of said second beam extending along said other sidewall of said end-most barrier, and a mounting plate located between andconnected to said second support and said second end connector.
 10. Thebarrier wall of claim 1 further including a first thrie beam connectedbetween said crash cushion and one of said side walls of said barrierdevice and a second thrie beam connected between said crash cushion andthe other of said side walls of said barrier device.
 11. A barrier wall,comprising: a number of barrier devices connected end-to-end to form awall having an end-most barrier, each of said barrier devices including:(i) a top wall, a bottom wall, opposed end walls and opposed side wallsinterconnected to form a hollow interior, (ii) at least one openingextending through said hollow interior from one of said side walls tothe other of said side walls; (iii) a mounting bracket extending throughsaid at least one opening; (iv) a first beam coupled to said mountingbracket and extending along one of said side walls, and a second beamcoupled to said mounting bracket and extending along the other of saidside walls; a number of ground anchors, each of said ground anchorsbeing connected to said mounting bracket of a selected one of saidbarrier devices and having a base adapted to be secured to a surfaceupon which said barrier devices rest; a crash cushion; a transitiondevice for connecting said end-most barrier to said crash cushion, saidtransition device comprising: (i) a first coupling assembly coupled atone end to said first beam extending along one side wall of saidend-most barrier and at an opposite end to said crash cushion; (ii) asecond coupling assembly coupled at one end to said second beamextending along said other side wall of said end-most barrier and at anopposite end to said crash cushion.
 12. The barrier wall of claim 11 inwhich said first coupling assembly of said transition device comprises afirst leg having opposed ends, a first coupler connected between one endof said first leg and an end of said first beam of said barrier device,a first end connector connected to the other end of said first leg, anda first support connected between said crash cushion and said first endconnector.
 13. The barrier wall of claim 11 in which said secondcoupling assembly comprises a second leg having opposed ends, a secondcoupler connected between one end of said second leg and an end of saidsecond beam of said barrier device, a second end connector connected tothe other end of said second leg, and a second support connected betweensaid crash cushion and said second end connector.
 14. The barrier wallof claim 11 in which said first coupling assembly comprises a firstsupport mounted to said end wall of said crash cushion, a first endconnector coupled to one end of said first beam extending along one sidewall of said end-most barrier, and a mounting plate located between andconnected to said first support and said first end connector.
 15. Thebarrier wall of claim 11 in which said second coupling assemblycomprises a second support mounted to said end wall of said crashcushion, a second end connector coupled to one end of said second beamextending along said other side wall of said end-most barrier, and amounting plate located between and connected to said second support andsaid second end connector.
 16. The barrier wall of claim 11 furtherincluding a first thrie beam connected between said crash cushion andone of said side walls of said barrier device and a second thrie beamconnected between said crash cushion and the other of said side walls ofsaid barrier device.